Graduated reinforced arched angle-bar for railroad-track joints.



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GRADUATED REINFORCED ARGHED ANGLE BAR FOR RAIL THE NORRIS PETERS COFHM-OUTHO WASHING r0" D O I/V/IT/VEJSES: H

Patenied Nov. 25, I902.

H G. H. WILLIAMS. GBADUATED REINFORCED ARCHED ANGLE BAR FOB RAILROADTRACK JOINT S.

(Application filed Aug. 11. 1902.)

No Model.

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NITED STATES ATENT OFFICE.

GEORGE H. WILLIAMS, OF KANSAS CITY, MISSOURI.

GRADUATED REINFORCED ARCHED ANGLE-BAR FOR RAILROAD-TRACK JOINTS.

SPECIFICATION forming part of Letters Patent No. 714,422, dated November25, 1902.

Application filed August 11, 1902- Serial No. 119,256. (No model.)

To all whom it may concern.-

Be it known thatI, GEORGE H. WILLIAMS, a citizen of the United States,residing at Kansas City, in the county of Jackson and State ofMissouri,ha've invented new and useful Improvements in GraduatedReinforced Arched Angle-Bars for Railway-Track Joints, of which thefollowing is a specification.

My invention relates to a graduated reinforced arched angle-bar formaking railwaytralck joints for connecting the ends of th ra1 s.

The object of my invention is to provide a sufficiently heavy mass ofmetal under the heads of the rails, at their ends, to strengthen thejoint and to resist the blows of the wheels of the passing trains.

Referring now to the drawings, Figure l is a top plan viewof thepreferred form of my inventionthat is, a pair of angle-bars havinggraduated reinforcements and applied to the abutting ends of two rails.Fig. 2 is a side elevation of the rails and the outer anglebar. Fig. 3is an enlarged end elevation of the angle-bars shown in Fig. 1, the railbeing Fig. 4: is a correspondingly-enlarged transverse section taken online Ct 12 or c e of Fig. 1. Fig. 5 is atop plan view of amodification-a pair of reinforced anglebars applied to a rail-joint, thehead of one rail being cut away. Fig. 6 is a side elevation of the outerangle-bar shown in Fig. 5.

Referring to Figs. 1 to 4, illustrating the preferred form of myinvention, 1 2 designate the inner angle-barthat is, the one which liesagainst the inner side of the trackand 3 4. designate the outeranglebar. Each angle-bar comprises an upright portion 1 or 3, occupyinga position alongside the web of the rails, and a foot portion 2 or 4,which rides upon the base of the rails 6. My invention consists inthickening the metal composing the upright portions 1 and 3 of theangle-bars for the greater portion of their length, the greatestthickness being at the middle and the thickness of the adjacent portionsbeingless than that of the middle portion, but greater than that of theends. I am aware of patents on angle-bars for railjoints having theirupright portions thickened or reinforced by a series of thicknessesgraduating from the middleot' tne bar each way toward the ends and insome respects similar to my invention; but the patent issued to SellersSeptember 25, 1883, No. 285,688, to others than the practical observerwould appear the same as mine, while the actual difierence inconstruction could and would be readily pointed out by a mechanic or thepractical observer. This formation provides a graduated reinforcement ofthe anglebars for the purpose of resisting the pounding blows ofcar-wheels upon the ends of the rails. At the ends of the rails, wherethe effect of these blows is the greatest, I place the maximum thicknessof metal in the anglebars. Hence the angle-bars have the greateststrength where such is required. At distances of several inches from theends of the rails the shocks caused by the passage of carwheels are notso severe, and the thickness of the vertical portion of each angle-baris reduced proportionately, as shown. This graduation of the thicknessof the bar might be effected by tapering theouter face of the bar (theupright portion thereof) in straight lines; but I prefer to make theouter face or faces of each said portion parallel to the rails,

.as shown, excepting certain portions 7, where shoulders are formed bythe changes of thickness of the bar. The purpose of providing suchparallel faces is to provide the necessary perpendicular bearings forthe boltheads and nuts. The profiles of these shou]-' ders (as seen inplan) form compound curves connecting the otherwise straight outer facesof the upright portions 1 and 3.

The reinforcements or thickened portions of the inner angle-bar l 2 donot extend so high as the reinforcements of the outer angle-bar 3 4 onaccount of the clearance required for car-wheel flanges.

The upper outer edges of the angle-bars meet the lower edges of theheads of the rails, as shown.

At the outer edge of each angle-bar is a downwardly-curvedspiking-flange 8.

The inside faces of the angle-bars are so shaped that spaces will beleft between them and the webs of the rails, so that it will be possibleto draw the angle-bars closer together by the bolts 9 in case of wearingof said bars.

These angle-bars may be bolted with either six or four bolts, accordingto the length of the bars.

The thickness of the middle portions of the upright portions 1 and 3should be one and three-fourths inches or more. The reinforcements bearimmediately over the flanges or base of the rails, and this arrangementof the reinforcements has evident advantages over those reinforcementswhich project laterally beyond the base of the rails.

The reinforced portions of the angle-bars having a direct bearing overand upon the base or flange of the rail, with the bars upper bearingunder the head or ball of the rail, and the bars being held firmlyagainst the rail by the track-bolts give the joint the same solidity andstrength as the body of the rail and cause the joint to take the samewave motion or deflection as the rail proper during the passage of thetrains.

The reinforcements between the ends and the middle portions of theangle-bars may be omitted, as shown in Figs. 5 and 6. In these views, 1011 and 12 13 designate, respectively, a pair of angle-bars, and 14 therails connected thereby. The central portion of the outer face of eachangle-bar forms a swell caused by the greater transverse thickness ofthis portion. Thereinforcementisgraduated to some extent by means of thecurves 16, connecting the thickened portion to the normal side or faceof the angle-bar. The rate of change in the degree of reinforcement inthis form of bar is not so gradual as in my preferred form; but thesupport afforded to the extreme ends of the rails is equal to thatafforded by said preferred form.

Having now fully described my invention, what I claim as new, and desireto secure by Letters Patent of the United States, is-

The combination forming a truss, with two abutting ends of railway-trackrails, of a pair of reinforced graduated angle-bars, supporting boltspassing through the reinforced graduated portions and the web of therail thereof, a recess 1 in the top of the upright body portion of theinside an gle-bar adapted to conform to the depending flange of thecarwheel, substantially as described.

In testimony whereof I affix my signature in the presence of twowitnesses.

GEORGE H. WILLIAMS.

Witnesses:

M. L. LANGE, A. W. HIRSCH.

